JP7294020B2 - hybrid car - Google Patents

Description

The present invention relates to a hybrid vehicle that manages application of multiple driving modes of the vehicle.

Conventionally, this type of hybrid vehicle has a motor driving mode (EV driving mode) in which the engine is stopped in each driving section of the route from the current location to the destination and the vehicle is driven by the power from the motor, and the engine is driven while the engine is running. (For example, patent Reference 1). In this hybrid vehicle, the motor driving mode and the hybrid driving mode are assigned so that the state of charge (SOC) of the battery is zero when the vehicle reaches its destination.

JP 2014-151760 A

In the hybrid vehicle described above, the execution of the driving support control may cause the vehicle to switch between motor driving and hybrid driving in a short period of time, resulting in hunting. For example, when the system of a hybrid vehicle is activated, motor driving is often set, but if driving support control is executed immediately after the system is activated, the hybrid vehicle may immediately switch to hybrid driving. Also, if new driving support control is executed immediately after driving support control is terminated for some reason, motor driving is switched to hybrid driving at the end of driving support control, and driving support control executed immediately after that switches to motor driving. Switching may occur. Switching between motor driving and hybrid driving for such a short period of time makes the user feel uncomfortable.

A main object of the hybrid vehicle of the present invention is to suppress switching between motor driving and hybrid driving in a short period of time.

The hybrid vehicle of the present invention employs the following means in order to achieve the above main object.

A first hybrid vehicle of the present invention is
It has an engine, a motor, a battery, and map information, sets a travel route from a current location to a destination, and assigns one of the travel modes including CD mode and CS mode to each travel section of the travel route. a control device that generates a driving support plan and executes driving support control to run along the driving support plan,
The control device does not execute the driving support control until a predetermined time has elapsed since the system was activated or the driving support control was terminated.
It is characterized by

In the first hybrid vehicle of the present invention, driving support control is not executed until a predetermined period of time has elapsed since the system was activated or until a predetermined period of time has elapsed since the driving support control was terminated. Therefore, it is possible to prevent the running mode from being switched in a short period of time due to the running support control being executed immediately after the system is activated. By executing the driving support control immediately after finishing the driving support control, it is possible to suppress switching between motor driving (EV driving) and hybrid driving (HV driving) in a short period of time. Note that the CD mode (Charge Depleting mode) is a mode that prioritizes motor running so as to decrease the charge depleting rate of the battery. The CS mode (Charge Sustaining mode) is a mode in which both motor driving and hybrid driving are used so as to maintain the charging rate of the battery. In the motor driving, the vehicle is driven by power from the motor while the engine is stopped. In the hybrid running mode, the vehicle runs using the power from the engine and the power from the motor while the engine is running. If the hybrid vehicle is provided with a driving state indicator that lights up when the hybrid vehicle is running by motor driving or hybrid driving, it is possible to suppress the flashing or blinking of the driving state indicator.

In the first hybrid vehicle of the present invention, the control device may have temporal hysteresis between termination and resumption of the driving support control. That is, once the driving support control is started, the driving support control is continued until a certain period of time elapses, and after the driving support control is ended, the driving support control is not started until the certain period of time elapses.

A second hybrid vehicle of the present invention is
It has an engine, a motor, a battery, and map information, sets a travel route from a current location to a destination, and assigns one of the travel modes including CD mode and CS mode to each travel section of the travel route. a control device that generates a driving support plan and executes driving support control to run along the driving support plan,
The control device continues the motor running until a predetermined time elapses when switching to the motor running.
It is characterized by

In the second hybrid vehicle of the present invention, when switched to motor running, the motor running continues until a predetermined time elapses. As a result, it is possible to prevent the motor running from being performed for only a short period of time. If the hybrid vehicle is provided with a driving state indicator that lights up when the hybrid vehicle is running by motor driving or hybrid driving, it is possible to suppress the flashing or blinking of the driving state indicator.

In the second hybrid vehicle of the present invention, the control device may set the time required for traveling the respective travel sections to be equal to or longer than the predetermined time. In this way, the switching between the CD mode and the CS mode is longer than the predetermined time while the driving support control is being executed. As described above, the CD mode is a mode that prioritizes motor running so as to reduce the charge rate of the battery, so basically the vehicle runs by motor running. Since the CS mode is a mode in which both the motor running and the hybrid running are used so as to maintain the charge ratio of the battery, the vehicle basically runs by the hybrid running. Therefore, the switching between mode running and hybrid running takes a predetermined time or more.

A third hybrid vehicle of the present invention is
It has an engine, a motor, a battery, and map information, sets a travel route from a current location to a destination, and assigns one of the travel modes including CD mode and CS mode to each travel section of the travel route. a control device that generates a driving support plan and executes driving support control to run along the driving support plan,
The control device continues the motor running when the vehicle is running with the motor running when a predetermined condition is satisfied.
It is characterized by

In the third hybrid vehicle of the present invention, the motor running is continued when the vehicle is running by the motor when the predetermined condition is satisfied. As a result, switching from motor running to hybrid running can be suppressed, and switching between motor running and hybrid running in a short time can be suppressed. If the hybrid vehicle is provided with a driving state indicator that lights up when the hybrid vehicle is running by motor driving or hybrid driving, it is possible to suppress the flashing or blinking of the driving state indicator.

In the third hybrid vehicle of the present invention, the predetermined conditions include a condition that the temperature of the battery is outside a predetermined temperature range, a condition that the distance to the border is less than a predetermined distance, and a condition that the vehicle temporarily deviates from the travel route. at least one of the following conditions: If the predetermined condition includes a condition that the temperature of the battery is outside the predetermined temperature range, if the battery temperature is outside the predetermined temperature range and the motor is running, the motor continues to run, and the battery temperature reaches the predetermined temperature. When it becomes within the range, the motor driving is switched to the hybrid driving after that. As the predetermined temperature range, a temperature range in which the performance of the battery can be sufficiently exhibited can be used. If the predetermined conditions include the condition that the distance to the border is less than the predetermined distance, motor driving is continued when the distance to the border is less than the predetermined distance, and motor driving is continued. After reaching a predetermined distance or more or crossing a national border, the motor driving is switched to the hybrid driving. If the predetermined conditions include a condition that the vehicle temporarily deviates from the travel route, the motor travel is continued during the motor travel that temporarily deviates from the travel route, and the temporary deviation is eliminated. After that, the motor driving is switched to the hybrid driving.

1 is a block diagram showing an example of a configuration of a hybrid vehicle 20 as a first embodiment of the present invention, centering on a hybrid ECU 50. FIG. 4 is a flowchart showing an example of driving support control executed by the hybrid ECU 50 of the first embodiment; 9 is a flow chart showing an example of driving support control executed by a hybrid ECU 50 of a second embodiment; FIG. 11 is a flow chart showing an example of driving support control executed by a hybrid ECU 50 of a third embodiment; FIG.

Next, a mode for carrying out the present invention will be described using examples.

FIG. 1 is a block diagram showing an example of the configuration of a hybrid vehicle 20 as a first embodiment of the present invention, centering on a hybrid electronic control unit (hereinafter referred to as a hybrid ECU) 50. As shown in FIG. As illustrated, the hybrid vehicle 20 of the first embodiment includes an engine EG and a motor MG as power sources. The hybrid vehicle 20 of the first embodiment has, as driving modes, a CD mode (Charge Depleting mode) in which electric driving is prioritized so as to decrease the charging ratio SOC of the battery 40, and a charging ratio SOC of the battery 40 which is maintained at a target ratio. The vehicle travels by switching between a CS mode (Charge Sustaining mode) that uses both electric travel and hybrid travel. Electric driving is a mode in which the engine EG is stopped and the vehicle is driven only by the power from the motor MG. Hybrid driving is a mode in which the engine EG is driven and the vehicle is driven by the power from the engine EG and the power from the motor MG. mode.

In addition to the power source, the hybrid vehicle 20 of the first embodiment includes an ignition switch 21, a GPS (Global Positioning System, Global Positioning Satellite) 22, an on-vehicle camera 24, a millimeter wave radar 26, an acceleration sensor 28, a vehicle speed sensor 30, an accelerator sensor 32, brake sensor 34, mode switching switch 36, battery actuator 38, battery 40, air conditioner electronic control unit (hereinafter referred to as air conditioner ECU) 42, air conditioner compressor 44, hybrid ECU 50, accelerator actuator 60, brake actuator 62, A brake device 64, a display device 66, a running state indicator 67, a meter 68, a DCM (Data Communication Module) 70, a navigation system 80, and the like are provided.

The GPS 22 is a device that detects the position of the vehicle based on signals transmitted from multiple GPS satellites. The in-vehicle camera 24 is a camera that captures an image of the surroundings of the vehicle. The millimeter wave radar 26 detects the inter-vehicle distance and relative speed between the vehicle and the vehicle ahead, and detects the inter-vehicle distance and relative speed between the vehicle and the vehicle behind.

The acceleration sensor 28 is, for example, a sensor that detects acceleration in the front-rear direction of the vehicle, or detects acceleration in the left-right direction (lateral direction) of the vehicle. Vehicle speed sensor 30 detects the vehicle speed based on wheel speed and the like. The accelerator sensor 32 detects an accelerator opening or the like according to the amount of depression of the accelerator pedal by the driver. The brake sensor 34 detects the brake position, which is the amount of depression of the brake pedal by the driver. A mode changeover switch 36 is arranged near the steering wheel of the driver's seat to switch between the CD mode and the CS mode.

The battery actuator 38 detects the state of the battery 40, such as terminal voltage, charging/discharging current, and battery temperature, and manages the battery 40 based on these. The battery actuator 38 may calculate a power storage rate SOC as a ratio of the remaining power storage capacity to the total power storage capacity based on the charging/discharging current, or may output from the battery 40 based on the power storage rate SOC, the battery temperature, and the like. The output power (output limit Wout) and the allowable maximum input power (input limit Win) that can be input to the battery 40 are calculated. The battery 40 is configured as a rechargeable secondary battery, and can be, for example, a lithium-ion battery, a nickel-metal hydride battery, a lead-acid battery, or the like.

The air conditioner ECU 42 is configured as a microcomputer centered on a CPU (not shown), and includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, and the like in addition to the CPU. The air conditioner ECU 42 is incorporated in an air conditioner that air-conditions the passenger compartment, and drives and controls an air conditioner compressor 44 in the air conditioner so that the temperature of the passenger compartment reaches a set temperature.

The engine EG is configured as an internal combustion engine, for example. The motor MG is configured as an electric motor that also functions as a generator such as a synchronous motor. The motor MG is connected to the battery 40 via an inverter (not shown), and is capable of outputting driving force using power supplied from the battery 40 and charging the battery 40 with generated power. .

The hybrid ECU 50 is configured as a microcomputer centered on a CPU (not shown), and includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, etc. in addition to the CPU. The hybrid ECU 50 sets the driving mode, and controls the engine EG based on the set driving mode, the accelerator opening from the accelerator sensor 32, the brake position from the brake sensor 34, and the output limit and input limit from the battery actuator 38. A target operating point (target rotation speed and target torque) and a torque command for the motor MG are set.

The hybrid ECU 50 sets the required driving force and the required power based on the accelerator opening from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 30, and outputs the required driving force and the required power to the vehicle. A torque command for the motor MG is set, and the set torque command is transmitted to the accelerator actuator 60 . The hybrid ECU 50 sets the target operating point of the engine EG and the torque command of the motor MG so as to output the required driving force and required power to the vehicle during hybrid running. Send to Further, when the brake pedal is depressed, the hybrid ECU 50 sets the required braking force based on the brake position from the brake sensor 34 and the vehicle speed from the vehicle speed sensor 30, and regenerates the motor MG based on the required braking force and the vehicle speed. A torque command for regeneration for control is set, and a target braking force by the brake device is set.

The accelerator actuator 60 drives and controls the engine EG and the motor MG according to the target operating point and torque command set by the hybrid ECU 50 . The accelerator actuator 60 performs intake air amount control, fuel injection control, ignition control, intake valve opening/closing timing control, etc. so that the engine EG is operated at a target operating point (target rotation speed and target torque). Accelerator actuator 60 also performs switching control of a switching element of an inverter for driving motor MG so that torque corresponding to the torque command is output from motor MG.

The brake actuator 62 controls the brake device 64 so that the target braking force set by the hybrid ECU 50 is applied to the vehicle by the brake device 64 . The brake control device 64 is configured, for example, as a hydraulically driven friction brake.

A display device 66 is incorporated, for example, in an installation panel in front of the driver's seat, and displays various information. The running state indicator 67 has an EV indicator and an HV indicator (not shown). During motor running, the EV indicator is turned on and the HV indicator is turned off, and during hybrid running, the EV indicator is turned off. The HV indicator is lit together. The meter 68 is incorporated, for example, in an installation panel in front of the driver's seat.

A DCM (Data Communication Module) 70 transmits information on its own vehicle to the traffic information management center 100 and receives road traffic information from the traffic information management center 100 . Examples of information about the own vehicle include the position of the own vehicle, vehicle speed, running power, and running mode. Examples of road traffic information include information on current and future traffic congestion, information on current average vehicle speeds in sections on the travel route and predicted values for future average vehicle speeds, information on traffic regulations, information on weather, and information on road conditions. information, map information, and the like. The DCM 70 communicates with the traffic information management center 100 at predetermined intervals (for example, every 30 seconds, 1 minute, 2 minutes, etc.).

The navigation system 80 is a system that guides the own vehicle to a set destination, and includes a display unit 82 and a map information database 84 . Navigation system 80 communicates with traffic information management center 100 via DCM (Data Communication Module) 70 . When the destination is set, the navigation system 80 plots a route based on the information on the destination, the information on the current location (the current position of the own vehicle) acquired by the GPS 22, and the information stored in the map information database 84. set. Then, the navigation system 80 communicates with the traffic information management center 100 at predetermined time intervals (for example, every 3 minutes or 5 minutes) to acquire road traffic information, and provides route guidance based on the road traffic information.

When the navigation system 80 performs route guidance, each time the road traffic information is acquired from the traffic information management center 100 (or at predetermined time intervals), the navigation system 80 uses the road traffic information acquired from the traffic information management center 100 to obtain information on the travel route. Based on information on each section of travel, information on the travel load, the speed of the vehicle, the traveling power of the vehicle, and the travel mode of the vehicle, the load information required to travel each section is generated as look-ahead information. , to the hybrid ECU 50 . The hybrid ECU 50 uses the look-ahead information received from the navigation system 80 to allocate either the CD mode or the CS mode to the driving mode of each section of the route when the driving support control can be executed. Formulate a support plan and implement a driving support plan.

When the navigation system 80 acquires map update information included in the map information from the traffic information management center 100, the navigation system 80 displays the item "map update" on the display unit 82 and also displays "ready to update the map information." Please press the map update button." When the "map update" item is operated in response to such a map update notification, the navigation system 80 communicates with the traffic information management center 100 via the DCM 70, acquires the updated map information, and stores it in the map information database. 84. When the map is updated, an announcement such as "Some functions will stop when the map information is updated" is made.

The navigation system 80 counts a survival counter Cnb that is incremented by 1 at predetermined time intervals in order to inform the hybrid ECU 50 and the like that the system is normally activated. The hybrid ECU 50 acquires the survival counter Cnb from the navigation system 80 at regular time intervals and confirms that the navigation system 80 is normally activated. In the first embodiment, the navigation system 80 does not count the survival counter Cnb as a function of stopping the function during map updating. On the other hand, the hybrid ECU 50 counts a survival counter Chv that is incremented by 1 at predetermined time intervals in order to inform the navigation system 80 and the like that the unit is normally activated. The navigation system 80 acquires the survival counter Chv from the hybrid ECU 50 at regular intervals and confirms that the hybrid ECU 50 is operating normally.

The operation of the hybrid vehicle 20 configured in this way, particularly the operation when the map is updated while the driving support control is being executed, will be described. FIG. 2 is a flowchart showing an example of driving support control executed by the hybrid ECU 50. As shown in FIG. This flowchart is executed when a destination is set. FIG. 3 is a flow chart showing an example of the look-ahead information generation and transmission process executed by the navigation system 80. As shown in FIG. This flowchart is executed when a destination is set. FIG. 4 is a flowchart showing an example of survival counter processing executed by the hybrid ECU 50 to determine whether the navigation system 80 is normally activated. This flowchart is executed when a destination is set. They will be explained in order below.

In driving support control, first, it is determined whether or not driving support control can be executed (step S100). As described above, when the route from the current location to the destination is set by the navigation system 80, the driving support control assigns either the CD mode or the CS mode to the driving mode for each section of the route. Therefore, when the destination is not set, the driving support control cannot be executed. Further, the driving support control cannot be executed even when route guidance cannot be carried out satisfactorily, such as when there is an abnormality in the navigation system 80 or when there is an abnormality in the GPS 22 . When the battery temperature is low, the output limit Wout, which is the maximum allowable output power that may be output from the battery 40, becomes small, and the engine EG may be frequently started even when the vehicle is running in the CD mode. You will not be able to run. In step S100, it is determined whether or not the driving support control can be executed under these circumstances. When it is determined in step S100 that the driving support control cannot be executed, the process waits until the driving support control can be executed.

When it is determined in step S100 that the driving support control can be executed, it is determined whether or not the look-ahead information transmitted and received from the navigation system 80 has been updated (step S110). When it is determined that the look-ahead information has been updated, the energy consumption E(n) of each travel section of the travel route from the current location to the control end section (destination) and the total energy Esum as the sum thereof are calculated (step S120). ). The energy consumption E(n) for each travel section can be determined based on criteria such as whether the travel section is an urban area, a suburban area, or a mountainous area. Next, the air conditioner consumption energy Eac is calculated (step S130). In the first embodiment, the air conditioner consumption energy Eac is obtained by multiplying the power consumption of the air conditioner at that time, the predetermined power consumption, or the maximum power consumption of the air conditioner, etc., by a predetermined time (the time required to travel 10 km or 15 km). calculated by

Then, it is determined whether or not the sum of the total energy Esum and the air conditioner consumption energy Eac is greater than the remaining amount of the battery 40 (step S140). The remaining capacity of the battery 40 can be calculated by multiplying the total capacity of the battery 40 by the power storage rate SOC. When it is determined that the sum of the total energy Esum and the air conditioner consumption energy Eac is equal to or less than the remaining amount of the battery 40, the CD mode is assigned to all travel sections (step S150). When it is determined that the sum of the total energy Esum and the air conditioner consumption energy Eac is greater than the remaining amount of the battery 40, each traveling section is rearranged in descending order of the traveling load (consumed energy En) (step S160), and the traveling load is the lowest. In order, the CD mode is assigned until the sum of the energy consumption En of the assigned travel sections exceeds the remaining capacity of the battery 40, and the remaining travel sections are assigned to the CS mode (step S170). That is, the CD mode and the CS mode are assigned to the travel route under the condition that the sum of the total energy Esum and the air conditioner consumption energy Eac is greater than the remaining amount of the battery 40 .

Subsequently, it is determined whether a predetermined time has passed since the system was started, or whether a predetermined time has passed since the previous driving support control was terminated (step S190). The predetermined period of time may be a period of time that does not make the driving state indicator light up or blink, for example, a few seconds. If the predetermined time has not passed since the system was started or if the predetermined time has not passed since the previous driving support control was terminated, the predetermined time is waited for. When a predetermined time has passed since the system was started, or when a predetermined time has passed since the previous driving support control was terminated, the driving mode is controlled according to the driving support plan for the assigned mode (step S200). ).

On the other hand, when it is determined in step S110 that the look-ahead information has not been updated, it is determined whether or not driving support control is being executed (step S180). When it is determined that the driving support control is not being executed, the process returns to step S100 for determining whether the driving support control can be executed. When it is determined that driving support control is being executed, it is determined whether a predetermined time has passed since the system was started, or whether a predetermined time has passed since the previous driving support control was terminated. Determine (step S190). Then, after waiting for a predetermined time to elapse after the system is started or for a predetermined time to elapse after the previous driving support control is terminated, the driving mode is controlled according to the driving support plan for the assigned mode. (Step S200).

Subsequently, it is determined whether or not conditions for terminating the driving support control are satisfied (step S210). Conditions for terminating the driving support control include when the destination is changed, when the destination is reached, when the remaining amount of the battery 40 changes due to charging, etc., and when the driver or the like performs an operation to end the driving support control. You can mention when it was done. When it is determined that the conditions for terminating the driving support control are not satisfied, the process returns to step S100 for determining whether or not the driving support control can be executed. When it is determined that the conditions for terminating the driving support control are satisfied, the driving support control is terminated (step S220), and this routine ends. When the destination is changed or the remaining amount of the battery 40 is changed due to charging or the like, the driving support control is terminated. However, when a new driving support control is started, this routine is executed again. will be

In the hybrid vehicle 20 of the first embodiment described above, when the predetermined time has not passed since the system was activated, the driving support control is executed after the predetermined time has passed. As a result, it is possible to prevent a situation in which the motor driving and the hybrid driving are switched in a short time by executing the driving support control immediately after starting the system. As a result, it is possible to prevent the running state indicator 67 from flashing or flashing off immediately after the system is started. In addition, in the hybrid vehicle 20 of the first embodiment, when the predetermined time has not elapsed since the previous driving support control was terminated, the driving support control is executed after the predetermined time has elapsed. As a result, it is possible to prevent a situation in which motor driving and hybrid driving are switched in a short period of time by executing new driving support control immediately after finishing the driving support control. As a result, it is possible to prevent the driving state indicator 67 from flashing or flashing off immediately after the driving support control is terminated, thereby preventing the user from feeling uncomfortable.

In the hybrid vehicle 20 of the first embodiment, when the predetermined time has not elapsed since the previous driving support control was terminated, the driving support control is executed after the predetermined time has passed. However, a temporal hysteresis may be provided between the termination and resumption of the driving support control. That is, once the driving support control is started, the driving support control is continued until a certain period of time elapses, and after the driving support control is terminated, a new driving support control is not started until the certain period of time elapses. Several seconds or the like can be used as the constant time in this case.

Next, a hybrid vehicle 120 according to a second embodiment of the invention will be described. A hybrid vehicle 120 of the second embodiment has the same hardware configuration as the hybrid vehicle 20 of the first embodiment illustrated in FIG. Therefore, in order to avoid redundant description, the hybrid vehicle 20 in FIG. 1 is read as the hybrid vehicle 120, and the description of the hardware configuration of the hybrid vehicle 120 of the second embodiment is omitted. The hybrid ECU 50 of the hybrid vehicle 120 of the second embodiment executes the driving support control illustrated in FIG. Steps S300 to S380 of the driving support control in FIG. 3 are the same as steps S100 to S180 of the driving support control in FIG. Therefore, description of the processing of steps S300 to S380 of the driving support control in FIG. 3 is also omitted.

When it is determined in steps S350 and S370 that a driving mode is assigned to each driving section, or when it is determined that driving support control is being executed in step S380, it is determined whether or not motor driving is currently being performed (step S390), and it is determined whether or not a predetermined time has passed since the start of motor running (step S400). For example, several seconds can be used as the predetermined time. When it is determined in step S390 that the motor is not currently running, or when it is determined in step S400 that the predetermined time has passed since the start of motor running, the driving mode is controlled according to the driving support plan (step S410). . on the other hand,. If it is determined in step S390 that the vehicle is currently running by motor and if it is determined in step S400 that the predetermined time has not elapsed since the start of motor running, the motor running is continued (step S420).

Then, it is determined whether or not the condition for ending the driving support control is satisfied (step S430). When it is determined that the end condition of the support control is not satisfied, the process returns to the process of determining whether or not the driving support control can be executed in step S300.When it is determined that the end condition of the driving support control is satisfied. , the driving support control is terminated (step S440), and the present routine is terminated.

In the hybrid vehicle 120 of the second embodiment described above, when switching to the motor running, the motor running is continued until a predetermined time elapses after starting the motor running. As a result, it is possible to prevent switching to hybrid running within a short period of time after starting motor running. As a result, it is possible to prevent the running state indicator 67 from blinking or extinguishing so that the user does not feel uncomfortable.

Next, a hybrid vehicle 220 according to a third embodiment of the invention will be described. A hybrid vehicle 220 of the third embodiment has the same hardware configuration as the hybrid vehicle 20 of the first embodiment illustrated in FIG. Therefore, in order to avoid redundant description, the hybrid vehicle 20 in FIG. The hybrid ECU 50 of the hybrid vehicle 220 of the third embodiment executes the driving support control illustrated in FIG. Steps S500 to S580 of the driving support control in FIG. 4 are the same as steps S100 to S180 of the driving support control in FIG. Therefore, description of the processing of steps S500 to S580 of the driving support control in FIG. 4 is also omitted.

When it is determined in steps S550 and S570 that a driving mode is assigned to each driving section, or when it is determined that driving support control is being executed in step S580, it is determined whether or not a predetermined condition is satisfied (step S580). S590). The predetermined conditions include, for example, the condition that the temperature of the battery 40 is outside the temperature range in which the functions of the battery 40 can be sufficiently exhibited, the condition that the distance to the border is less than the predetermined distance, and the Deviating conditions and the like can be mentioned. When it is determined that the predetermined condition is not satisfied, the driving mode is controlled according to the driving support plan (step S610).

On the other hand, when it is determined in step S590 that the predetermined condition is satisfied, it is determined whether or not the vehicle is currently running by motor (step S600). When it is determined that the vehicle is not in motor driving, the driving mode is controlled according to the driving support plan (step S610). When it is determined that the motor is running, the motor running is continued (step S620). Therefore, the condition is that the temperature of the battery 40 is outside the temperature range in which the battery 40 can fully exhibit its functions, the condition that the distance to the border is less than a predetermined distance, or the condition that the vehicle temporarily deviates from the driving route. If the motor is running when the above is established, the motor running is continued.

Then, it is determined whether or not the condition for ending the driving support control is satisfied (step S630). When it is determined that the end condition of the support control is not satisfied, the process returns to the process of determining whether or not the driving support control can be executed in step S500.When it is determined that the end condition of the driving support control is satisfied. , the driving support control is terminated (step S640), and the present routine is terminated.

In the hybrid vehicle 220 of the third embodiment described above, the condition that the temperature of the battery 40 is outside the temperature range in which the function of the battery 40 can be sufficiently exhibited, the condition that the distance to the border is less than a predetermined distance, If the vehicle is running by the motor while the condition of temporarily deviating from the running route is satisfied, the running by the motor is continued. As a result, switching from motor driving to hybrid driving can be suppressed when the predetermined condition is satisfied. As a result, it is possible to prevent the running state indicator 67 from blinking or extinguishing so that the user does not feel uncomfortable.

In the hybrid vehicles 20, 120, 220 of the embodiments, the navigation system 80 generates the look-ahead information, and the hybrid ECU 50 generates the driving support plan and executes the driving support control. However, the navigation system 80 and the hybrid ECU 50 may be configured as a single electronic control unit, and this single electronic control unit may generate the look-ahead information and the driving support plan and execute the driving support control.

In the hybrid vehicles 20, 120, and 220 of the embodiments, the navigation system 80 sets the travel route from the current location to the destination using the map information database 84 based on the information on the current location and the information on the destination. However, the travel route from the current location to the destination may be set in cooperation with the traffic information management center 100 . That is, the navigation system 80 transmits the current location information and the destination information to the traffic information management center 100, and the travel route set by the traffic information management center 100 based on the current location information and the destination information. The travel route may be set by receiving from the traffic information management center 100 .

The correspondence relationship between the main elements of the embodiments and the main elements of the invention described in the column of Means for Solving the Problems will be described. In the embodiment, the engine EG corresponds to the "engine", the motor MG corresponds to the "motor", the battery 40 corresponds to the "battery", and the hybrid ECU 50 and the navigation system 80 correspond to the "control device".

Note that the correspondence relationship between the main elements of the examples and the main elements of the invention described in the column of Means for Solving the Problems is the Since it is an example for specifically explaining the mode for solving the problem, it does not limit the elements of the invention described in the column of the means for solving the problem. That is, the interpretation of the invention described in the column of Means to Solve the Problem should be made based on the description in that column, and the Examples are based on the description of the invention described in the column of Means to Solve the Problem. This is only a specific example.

Although the embodiments for carrying out the present invention have been described above, the present invention is not limited to such embodiments at all, and can be modified in various forms without departing from the scope of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICABILITY The present invention is applicable to the manufacturing industry of hybrid vehicles and the like.

20 hybrid vehicle, 21 ignition switch, 22 GPS, 24 onboard camera, 26 millimeter wave radar, 28 acceleration sensor, 30 vehicle speed sensor, 32 accelerator sensor, 34 brake sensor, 36 mode switching switch, 38 battery actuator, 40 battery, 42 air conditioner electronic control unit for air conditioner (air conditioner ECU), 44 compressor for air conditioner, 50 electronic control unit for hybrid (hybrid ECU), 60 accelerator actuator, 62 brake actuator, 64 brake device, 66 display device, 67 running state indicator, 68 meter, 70 DCM, 80 navigation system, 82 display unit, 84 map information database, 100 traffic information control center, EG engine, MG motor.

Claims (2)

It has an engine, a motor, a battery, and map information, sets a travel route from a current location to a destination, and assigns one of the travel modes including CD mode and CS mode to each travel section of the travel route. a control device that generates a driving support plan and executes driving support control to run along the driving support plan,
The control device continues the motor running when the motor is running when a predetermined condition is satisfied,
The predetermined condition includes a condition that the distance to the border is less than a predetermined distance.
hybrid car. A hybrid vehicle according to claim 1,
Equipped with a running state indicator that lights up when running by motor running or hybrid running,
hybrid car.

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